Twin Tec
Installation Instructions for Ignition
Models 1006 EX and 1007 EX
CAUTION: CAREFULLY READ INSTRUCTIONS BEFORE PROCEEDING.
OVERVIEW
Twin Tec ignition Model 1006 EX is 50 states
street legal (ARB E.O. No. D-641-1) for use with the
following Harley-Davidson motorcycles with a 7
terminal “D” style connector:
 All 1984-1994 Evolution 1340cc Big Twin
 1986-1993 XLH 883cc and 1986-1987 XLH
1100cc Sportster
Twin Tec ignition Model 1007 EX is 50 states
street legal (ARB E.O. No. D-641-1) for use with the
following Harley-Davidson motorcycles with an 8
terminal Deutsch connector:
 All 1994-1999 Evolution 1340cc Big Twin
For installation of the Model 1006 on 1984-1990
motorcycles, you will require H-D ignition module
adapter harness P/N 32408-90. Verify that the
camshaft position sensor is H-D P/N 32400-80A and
that the timing rotor is H-D P/N 32402-83.
2. Find and remove the OE ignition module. The OE
module is usually located under the seat, under a
side cover, or beneath the gas tank.
3. Install the new Twin Tec module. Figure 1 shows a
typical installation under the seat. You can reuse
the original mounting hardware.
4. Dual Fire. Use this hookup if you have an OE coil
or other coil with two primary terminals. Refer to
Figure 2. The two Weather Pack plugs on the Twin
Tec module are not used. If your motorcycle has a
tachometer, it will remain connected to the coil as
shown in Figure 2.
5. Single Fire. Use this hookup if you are installing
an aftermarket single fire coil with three primary
terminals. Refer to Figure 3. Run the additional
blue wire to the coil as shown. If your motorcycle
has a tachometer, it must be connected to the
brown wire from the Twin Tec module as shown.
Figure 1 - Typical Installation
The Twin Tec ignition offers adjustable advance,
adjustable RPM limit settings in 100 RPM increments,
and switch selectable single or dual fire modes. Single
fire mode improves starting, reduces the occurrence of
backfiring at low RPM, and improves power at high
RPM. A red status LED flashes when the engine
reaches top dead center (TDC) and allows easy static
timing. The status LED also provides diagnostic
information. A green VOES LED illuminates when the
VOES (vacuum switch) input is active.
A special feature allows use of the tachometer
wire for a PC link to a laptop computer when the
engine is not running. Individual units can be
programmed with a custom advance curve.
INCLUDED PARTS
All units include a parts bag with Packard
Weather Pack connectors for single fire coil and
tachometer hookup.
INSTALLATION
1. Turn off the ignition switch and disconnect the
battery ground cable before proceeding.
6. Single Fire Tach Hookup. If your motorcycle had
a tach before installation of the Twin Tec module,
the tach was connected to the pink coil wire. When
you connect your tach direct to the Twin Tec
module as shown in Figure 3 for a single fire
application, you must make sure that it is not also
connected to the pink coil wire. Trace the wire
going all the way back to the tach to avoid an
inadvertent coil connection.
Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119
(386) 304-0700 www.daytona-twintec.com
Page 1
Models 1006 EX /1007 EX
5/2015
8. Weather Pack connector notes. Use a proper
Weather Pack crimping tool or solder the terminals.
Pioneer-Standard (www.packard.pios.com) sells
Packard crimping tool P/N 12014254. Snap-on
sells a low cost tool, P/N PWC30. If your
application does not use the two Weather Pack
connectors at the Twin Tec module, seal the end of
the supplied mating plugs with silicone RTV and
use them as protective covers.
CAUTION: Single fire only. Failure to
isolate the tach wire from the coil will
cause damage to the Twin Tec module
that is not covered under warranty.
7. Route all wires along frame tubing. Make sure that
the wires remain clear of hot exhaust areas and
cannot chafe against sharp edges. Secure all wires
with nylon cable ties.
9. Reconnect the battery ground cable.
Figure 2 - Dual Fire Wiring Diagram
ENGINE
STOP/RUN
SWITCH
WHITE/BLACK
TO
+12V
DUAL FIRE COIL
VOES
(VACUUM
SWITCH)
TO FRONT
SPARK
PLUG
WHITE/BLACK
TO REAR
SPARK
PLUG
PURPLE/WHITE
PINK
OPTIONAL TACH
MODE SETTINGS FOR DUAL FIRE
0 MULTI-SPARK DISABLED
1 MULTI-SPARK ENABLED
MODE ADVANCE RPM LIMIT
SELECT SLOPE X1000 X100
901
901
78
901
78
78
901
23
RPM
STATUS
456
23
456
23
456
456
23
VOES
78
ADJUST
TwinTec
External Ignition
Model 1007 EX
CAMSHAFT
POSITION
SENSOR
32400-80A
BLACK
BLUE
REAR COIL (NOT USED
FOR DUAL FIRE HOOKUP)
TO PC
SERIAL
PORT
BROWN
OPTIONAL CABLE CONNECTED TO
BROWN TACH WIRE DURING PC LINK
Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119
(386) 304-0700 www.daytona-twintec.com
Page 2
Models 1006 EX /1007 EX
5/2015
Figure 3 - Single Fire Wiring Diagram
ENGINE
STOP/RUN
SWITCH
TO
+12V
SINGLE FIRE COIL
WHITE/BLACK
VOES
(VACUUM
SWITCH)
TO FRONT
SPARK
PLUG
+
_
PINK
_
WHITE/BLACK
TO REAR
SPARK
PLUG
PURPLE/WHITE
BLUE
MODE SETTINGS FOR SINGLE FIRE
2 MULTI-SPARK DISABLED
3 MULTI-SPARK ENABLED
CAMSHAFT
POSITION
SENSOR
32400-80A
MODE ADVANCE RPM LIMIT
SELECT SLOPE X1000 X100
901
901
78
901
78
78
901
23
STATUS
456
23
456
23
456
456
23
VOES
78
ADJUST
TwinTec
External Ignition
OPTIONAL TACH
Model 1007 EX
BLACK
BLUE
RPM
BROWN
OPTIONAL CABLE CONNECTED TO
BROWN TACH WIRE DURING PC LINK
TO PC
SERIAL
PORT
OPERATING MODES
2 Single fire, multi-spark disabled
A single 10 position rotary switch is used to
select the operating mode. Switch settings are as
follows:
3 Single fire, multi-spark enabled
0 Dual fire, multi-spark disabled
4-7 Same as 0-3
8-9 Reserved factory settings
1 Dual fire, multi-spark enabled
Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119
(386) 304-0700 www.daytona-twintec.com
Page 3
Models 1006 EX /1007 EX
5/2015
The engine will not run if the mode switch setting
does not match the wiring hookup (i.e. you cannot
select single fire mode with a dual fire coil hookup).
Advance curve families are shown in Figure 4.
We recommend that you enable multi-spark. When
multi-spark is enabled, a continuous series of sparks is
fired from the advanced timing point until TDC. Most
air-cooled engines use relatively cold spark plugs to
prevent detonation under high load. Multi-spark
reduces the consequent tendency for plug fouling at
idle.
Switch settings 8-9 are reserved for factory
programming and test. The unit will not operate with
these settings.
RECOMMENDED TIMING SETTINGS
Advance curve families are shown in Figure 4.
Each family has minimum and maximum curves. The
advance slope switch allows you to run an advance
curve in between these minimum and maximum
curves. Advance slope switch setting zero corresponds
to the minimum advance curve. Switch setting 9
corresponds to the maximum advance curve. Higher
switch settings result in a more aggressive curve.
Tuning a particular engine setup always requires
some trial and error experimentation, but maximum
power is usually obtained by using the highest advance
setting possible without audible spark knock. Some
recommended starting points are given below:
For engines run on normal pump gas (87-89
octane), use advance slope setting 5.
For engines run on 92 or higher octane gas, use
advance slope setting 7.
If you experience spark knock, use a lower
advance slope setting.
Note that the wide-open throttle (WOT) curves
are active unless the VOES input is grounded. During
idle and cruise, the VOES input is grounded (green
VOES LED illuminated) and the low manifold pressure
(MAP) curves are active.
TUNING TIP: Excessively
lean air/fuel ratio (AFR) increases the
tendency for spark knock. Test the
motorcycle on a dyno with an exhaust
gas sniffer to check AFR and make sure
the carburetor is jetted to factory
specifications.
RPM LIMITER SETTING
You can set the RPM limit from 3,000 to 9,900
RPM in 100 RPM increments by means of two rotary
switches. The RPM limit is X100 switch setting (i.e. 57
= 5,700 RPM). Inadvertent settings below 3,000 RPM
are ignored and result in a 3,000 RPM limit.
The Twin Tec module uses a newly developed
RPM limiting algorithm that has been highly optimized
for odd firing V twin engines. When the engine is held
against the RPM limit, cylinder firing is always paired.
This eliminates a torque couple and results in very
smooth operation compared to random or sequence
type RPM limiters.
Set a safe RPM limit that is appropriate for your
engine. Most Evolution engines with OE valvetrain
components should not be run over 5,700 RPM.
TIMING PROCEDURE
Most applications do not require any timing
adjustments and you can skip past the next two
sections. In general, you only need to go through the
timing procedure if you replaced the camshaft position
sensor.
STATIC TIMING PROCEDURE
1. Timing marks are located on the flywheel and may
be viewed by unscrewing the inspection hole plug.
Most engines will have both TDC and advance
timing marks for the front cylinder as shown in
Figure 5. If you are not sure, refer to your shop
manual. You can also identify the TDC mark by
removing the spark plugs and rotating the
crankshaft (turn rear wheel in high gear) until the
front piston comes up on TDC.
2. For static timing, you must rotate the crankshaft so
that the front piston is at TDC on the compression
stroke. Remove spark plugs and rotate crankshaft.
If you place your thumb over the spark plug hole,
you will feel pressure as the piston comes up on
the compression stroke. Continue rotating the
crankshaft until the TDC mark is precisely centered
in the inspection hole.
3. Ground the spark plug cables to avoid a shock
hazard. You can use small jumper wires with
alligator clips for this purpose.
4. Turn on the ignition switch. The red LED is used as
a timing indicator. Note that the LED does not
immediately illuminate when power is first
turned on. Loosen screws securing the camshaft
position sensor and rotate the sensor back and
forth until the red LED illuminates. Then slowly
Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119
(386) 304-0700 www.daytona-twintec.com
Page 4
Models 1006 EX /1007 EX
5/2015
rotate the sensor clockwise until the LED goes out.
Note that the LED goes out at TDC.
5. Tighten the camshaft position sensor screws. Turn
off the ignition switch and reinstall the spark plugs.
PRECISE TIMING PROCEDURE
1. Use a standard timing light. Note that most dialback type timing lights will not work correctly with
dual fire applications. If you have a dial-back timing
light, set the dial-back to zero. Do not enable multispark while setting timing.
2. The precise timing procedure is based on using the
35 BTDC timing mark and race maximum
advance curve with VOES grounded (low manifold
pressure) that reaches 35 BTDC at 2,500 RPM
(refer to Figure 4). To use this procedure, you must
have a properly functioning VOES switch
connected.
3. Set mode switch to 0 for dual fire or 2 for single
fire. Set advance slope switch to 9. Connect the
timing light pickup to the front cylinder spark plug
cable. Loosen standoffs securing the ignition unit.
Run the engine at a steady speed just over 2,500
RPM. Rotate the ignition to center the 35 BTDC
timing mark in the inspection hole. Tighten
standoffs and verify that the timing has not
changed. When done, change mode and advance
slope switches back to desired values.
GENERAL RECOMMENDATIONS
Coil primary resistance must not be less than 3
ohms. Most OE style dual fire and aftermarket single
fire coils meet this requirement. Coils for the new Twin
Cam 88 engine have low primary resistance and are
not compatible.
Due to the short lengths involved on motorcycle
applications, energy losses in spark plug wires are
insignificant. OE carbon core suppression cables will
deteriorate after several years. For a more durable
replacement, we suggest spiral core type spark plug
cables.
CAUTION: Do not use solid copper
spark plug cables or non-resistor type
spark plugs. The unit may misfire.
The Twin Tec module is compatible with all
modern "ground sensing" type tachometers including
H-D OE and Autometer aftermarket units. The red
status LED is internally connected to the tachometer
output. If the red status LED blinks, the tachometer
output should be functional. Some early tachometers
require a high voltage trigger pulse. In this case, you
will require a commercially available tach adapter.
VOES CONSIDERATIONS
The use of the OE vacuum switch (VOES) is
required for proper operation of the Twin Tec module.
The VOES provides the vacuum advance required by
all street driven engines. Additional advance under low
manifold pressure conditions improves idle stability and
fuel economy. Without vacuum advance at idle and
part throttle, thermodynamic efficiency is reduced and
engine temperatures increase significantly.
The VOES is normally open. At low manifold
pressure (or manifold vacuum greater than about 5
inch-Hg), the VOES grounds the purple/white wire and
causes the Twin Tec module to generate additional
timing advance. The green VOES LED illuminates
whenever the VOES input is active (timing advanced).
PC LINK CABLE AND SOFTWARE
The new Twin Tec USB Interface (P/N 18014)
provides PC connectivity for all of our engine controls
(ignition and fuel injection systems) and eliminates the
requirement for multiple cables or a separate USB
adapter. Two Windows based programs are available
for use with the Models 1006 EX and 1007 EX: PC
Link Evo for programming custom advance curves and
other engine parameters and Operating Statistics for
viewing engine operating data.
PC Link Evo software will not allow you to
exceed the values shown for the maximum
advance curves in Figure 4 when programming
custom advance curves for EX units.
The latest versions of our software are always
available for download on our website. The software is
free and will work in demo mode without a Twin Tec
module attached. Refer to the software documentation
for details.
The brown tachometer wire is used for the PC
link. The PC link can access the Twin Tec module
when the ignition is turned on and the engine has not
yet been started. Once the engine is started, the brown
wire resumes its normal function of driving the
tachometer. Note that no damage occurs if the engine
is inadvertently started while the PC link is still
attached.
The optional USB interface cable connects to
the brown tachometer wire as shown in Figures 2 and
3. The cable also has a ground clip that must be
connected to frame or engine ground. The other end of
the cable connects to the USB port on a laptop PC.
Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119
(386) 304-0700 www.daytona-twintec.com
Page 5
Models 1006 EX /1007 EX
5/2015
Figure 4 – Models 1006 EX and 1007 EX Advance Curves
40
35
ADVANCE (DEG)
30
25
20
15
10
MAX ADVANCE AT WIDE OPEN THROTTLE
MIN ADVANCE AT WIDE OPEN THROTTLE
MAX ADVANCE WITH VOES GROUNDED
MIN ADVANCE WITH VOES GROUNDED
5
0
0
1000
2000
3000
4000
5000
6000
7000
ENGINE RPM
Figure 5 - Front Cylinder Timing Marks
EARLY STYLE
TDC
35° BTDC
LATE STYLE
TDC
35° BTDC
1996 AND LATER (1995 AND LATER EXPORT)
TDC
20° BTDC (NOT USED)
Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119
(386) 304-0700 www.daytona-twintec.com
Page 6
35° BTDC
Models 1006 EX /1007 EX
5/2015
TROUBLESHOOTING FLOWCHART
Follow the troubleshooting flowchart shown below.
Experience has shown that most units returned for warranty
are OK and another problem, such as a defective coil, is later
identified.
Troubleshooting Flowchart
STARTING POINT
FOR CUSTOM BIKE
(NO OE MODULE)
STARTING POINT
(OE MODULE
AVAILABLE)
TURN IGNITION ON. SET ENGINE SWITCH
TO RUN. CRANK ENGINE. DOES RED
STATUS LED FLASH?
NO
REPLACE TWIN TEC MODULE WITH OE
MODULE OR ANOTHER KNOWN GOOD
MODULE. IS PROBLEM FIXED?
YES
YES
NO
REPAIR UNDERLYING PROBLEM
BEFORE INSTALLING TWIN TEC MODULE.
REFER TO MOTORCYCLE SERVICE MANUAL.
REINSTALL TWIN
TEC MODULE
TURN IGNITION ON. SET ENGINE
SWITCH TO RUN. CRANK ENGINE. DOES
RED STATUS LED FLASH?
CHECK FOR +12V POWER AT MODULE
(WHITE WIRE WITH BLACK STRIPE AT
CONNECTOR). IS +12V POWER OK?
YES
YES
REPLACE TWIN
TEC MODULE
DOES ENGINE START?
NO
REPAIR WIRING PROBLEM.
REFER TO MOTORCYCLE
SERVICE MANUAL.
NO
YES
DOES ENGINE STOP OR DROP
CYLINDER AFTER SEVERAL
MINUTES OF RUNNING?
CHECK SENSOR PLATE AND WIRING.
REFER TO MOTORCYCLE SERVICE
MANUAL. IS SENSOR PLATE OK?
YES
NO
NO
YES
REPLACE COIL.
IS PROBLEM FIXED?
NO
YES
REPLACE SENSOR
OR REPAIR WIRING.
REPLACE TWIN
TEC MODULE
YES
NO
NO
YES
CHECK FOR MINIMUM +13V AT
COIL+ WITH ENGINE RUNNING
AT 2000 RPM. IS VOLTAGE OK?
REPLACE TWIN
TEC MODULE
YES
CHECK FOR LOW BATTERY, NO FUEL,
OR FOULED SPARK PLUGS.
ANY OBVIOUS FAULT FOUND?
YES
NO
CORRECT FAULT
REPLACE SPARK PLUGS,
SPARK PLUG WIRES, AND COIL
IS PROBLEM FIXED?
YES
DONE
DOES ENGINE MISFIRE
AT PART THROTTLE OR
WHILE COLD?
NO
REPLACE COIL.
IS PROBLEM FIXED?
YES
DONE
NO
REPLACE TWIN
TEC MODULE
NO
REPLACE TWIN
TEC MODULE
DONE
NO
NO
INSTALL POWER RELAY
KIT. CALL TECH SUPPORT
FOR DETAILS.
SINGLE FIRE ONLY. INSTALL POWER
RELAY KIT. CALL TECH SUPPORT FOR
DETAILS. IS PROBLEM FIXED?
YES
REPLACE TWIN
TEC MODULE
DONE
DOES ENGINE MISFIRE
UNDER LOAD?
WAS THE PROBLEM FIXED WHEN AN
OE MODULE WAS TRIED IN PLACE OF
THE TWIN TEC MODULE?
NO
FOR MISC PROBLEMS,
CALL TECH SUPPPORT.
YES
CHECK FOR INCORRECT CARB
JETTING OR INTAKE LEAK.
IS PROBLEM FIXED?
YES
DONE
Daytona Twin Tec LLC, 933 Beville Road, Suite 101-H, S. Daytona, FL 32119
(386) 304-0700 www.daytona-twintec.com
Page 7
NO
REPLACE TWIN
TEC MODULE
Models 1006 EX /1007 EX
5/2015